Carburetor auxiliary or substitute



Aug. 24 ,1926.

w. MAJORS CARBURETOR AUXILIARY OR SUBSTITUTE Filed June 28, 1922 INVENTOR AT RNEY Patented Aug. 24, 1926.

UNITED p STATES WALTER L. MAJORS, OF ST. LOUIS, MISSOURI.

cannunn'ron AUXILIARY on SUBSTITUTE,

Application filed June 28, 1922. Serial No. 571,356.

This invention can be used as auxiliary to the carburetor in an internal combustion engine or in lieu thereof. It prevents waste of gasoline by leaking on the ground, as in the ordinary carburetor, and produces evenness of running in the engine.

In the accompanying drawings forming part of this specification, in which like numbers of reference denote like parts wherever they occur,

The figure is a vertical sectional view through this device, showing its relation to the intake manifold.

The fuel pipeline 1 leads from any source of gasoline or other kind of liquid suitable for an internal combustion engine and conducts the fuel to port 2, controlled by needlevalve 3, one end of which is guided in sleeve 4 in cap 5, which is externally threaded at 6, so as to screw into opening 7 in casing 8, containing chamber 9.

Cap 10. is externally threaded at 11, so as to screw into opening 12 in casing 8, and contains port 2, which enlarges into valve seat 13.

The stem 14 of valve 3 is in pivotal connection at 15 to rod 16, which is fixed to float 17. Rod 16 is pivoted at 18 to post 19, which is fixed at 20 to the inside of the bot tom wall of casing 8. The pivots 15 and 18 are preferably in,the form of pins and eyes. Float 17 is adapted. to rise and fall or slide upon pipes 21 and 22.

Caps 5 and 10 are easily removable, whereby access can be gained into the interior of casing 8, for any necessary cleaning. Moreover, valve 3 can thus be removed for cleaning, grinding, adjustment, or the like. When cap 10 is out, valve-seat 13 can be cleaned or ground.

A drum 23, preferably transparent, fits within flange 24 on the top of easing 8 and is suitably attached thereto. A lid 25, having a flange 26 and a boss 27, is suitably fastened to the top of drum 23. An elbow joint 28- unites pipes 21 and 29. Nut'30draws union or coupling 28 upon boss 27 and secures pipe 21 in place.

An elbow coupling 31 joins pipe 21 to pipe 32, which, by valve-box 33, is connected 'to pipe 34, leading to pipe 35 and clamped thereto by an opening thereinto.

through coupling. 36.

A check-valve 37 is located in box 33,. and

is operated by lever 38 and cord 39 or other suitable means'from the operators seat or the like.

Pipe 35 is connected by valve-box 40 to pipe41, which passes into the intake manifold 42 and is suitably fastened therein, boss 43 steadyiug the same. Pipe 41 is provided of the intake manifold and permits the in let of a suitable amount of air into the intake manifold. This air-valve 50 is intended for use when no carburetor is used and this device is used in lieu of a carburetor. When a carburetor is used it may be attached to the intake manifold at any suitable place, as, for example, where the airvalve 50 is found in the drawings.

Pipe 35 is connected through coupling 51 t-o chamber 52 in an equalizing device and through elbow-joint 53 and pipe 54 to chamber 55. of the said equalizer. Pipe 29 leads into chamber 56 of the said equalizer. Nut 57 secures pipe 29 to casting 59, which contains chambers 55 and 56, and nut 58 similarly secures pipe 54 thereto. The equalizing device as a whole is supported by coupling 51 and pipes 29 and 54.

Valve-stem 6O bears valve 61, and is provided with a guide-extension 62, adapted to slide in sleeve 63 in casing 59. Valveseat 64 receives valve 61, the said valveseat 64 being formed in diaphragm 65 in casing 59.

A hollow projection 66 is screw-threaded at 67. and there receives high-speed cap 68, which contains opening 69-for the passage of valve-stem 60. A stop 70, mounted on valve-stem 60, limits in one direction the travel thereof and the end wall of guide 63 in the .other. p

A U-spring 71 is retained on valve-stem 60 by a stop 72 and on rod 73 by stop .74. Stop 75 limits the travel in one direction of rod 73.

Rod .73 bears a plunger 76, located cylinder 77, closed by low-speed cap 78, attached by threads 79 and 80 to cylinder 77. Chamber 52 is located in one end of cylinder 7 7, and is provided with a threaded opening 81 and a threaded boss 82, through which passes set-screw 83, hearing the head 84. At the opposite-end of screw 83 is the thumb-piece 85,- for rotating the screw 83.

A spring 86 is interposed between head 84 and plunger 76, its action being intensified or mitigated by screw 83.

Liquid. fuel will be maintained at all times in the bowl-shaped lower part 87 of casingS to the line 88. The lower end of pipe 22 will at all times project into the said liquid. Its othercend is hook-shaped at 89 and located above the liquid level indicated by the line 90. Thread 91 holds pipe 22 in place.

A plug 92 in pipe 21 separates its normal function, through opening 93 and pipes 29 and 35 and the equalizer from its exceptional function, through opening 94, and pipes 32 and 34 and their attached parts.

The operation of the device is as follows: Assuming that the device is entirely empty of gasoline or other liquid fuel, and the engine stationary, the various actionsthat occur as the fuel is permitted to flow into the device will be observed. Manifestly, the entire device. before the admission of fuel thereto, is filled with air under atmospheric pressure by virtue of the openings 44, 45, 46,-

and 97 and the float 17 is in its lowest position, so that valve 3 is wide open. As fuel is admitted from 'pipe 1 through port 2 into chamber 9, it displaces the air in chamber 9, forcing it up through pipe 22; until the level of the fuel rises higher than the bottgm of the pipe 22, whereupon the now entrapped air in chamber-.9 is compressed more and more simultaneously with the rise of fuel through pipe 22, until the absolute pressure of the air in chamber 9" is equal to the atmospheric pressure plus that due to the weight of the column of fuel in pipe 22 when the latter has become filled. As more fuel continues to be fed from pipe 1, the fuel in pipe-22 flows out of its inverted end 89 into chamber 95, by virtue of the pressure of the entrapped air in chamber 9, which pressure now remains constant until the air in' chamber 95 is entrapped and begins to increase in pressure, which action occurs as soon as the level of fuel flowing into chamber 95 rises higher than the port 93. As the flow of fuel from pipe 1 continugs under pressure from its source, levels 88 and 90 rise higher and higher, fuel flowing through port 93 and rising through pipe 21, preferably to approximately the height of the bottom of the elbow fitting 28, when further flow is cut off by the closing of the valve 3, the float and valve being so designed or adjusted that the height which the level 88 of the fuel attains when the fuel has risen in pipe 21 to the desired height will manifold 42 and pipe 35 will be partly lost through opening 97, the amount lost depending on the size of the opening 97, but the remainder of the vacuum pressure will be suflicient to operate the plunger 76 and draw fuel from elbow fitting 28 through pipe 29, chambers 56 and 55, and pipe 54, the vacuum suction necessary to draw the fuel through pipe 29 being very minute, because the difference in height between the pipe 29 and the normal level of fuel maintained in pipe 29 in the absence of vacuum suction is practically negligible. hen no more fuel is temporarily needed by the engine, as determined by the action on the plunger 76 of the running of the engine, and the closing of valve 61, the increase of fuel in chamber 9 causes the rising of float 17 and the automatic closing of valve 3. The opposite effects automatically open the same. I I air is drawn into pipe 35 thru aperture 97 and, valve 61 being open as hereinafter explained, suction is created in pipes 29, 21 and 22 so that liquid fuel flows from chamber 9 through pipe 22 into chamber 95 within drum 23. The same liquid fuel flows through opening 93, pipe 21, and 29 to chamber 56, and thence thru opening 96 into chamber 55. From chamber 55 the liquid passes into pipe 35 and thence, through openings 44. 45, and 46 into the intake manifold 42. hen necessary in starting the engine, a pull on cord 39 opens valve 37 and a llows fuel to flow through opening 94 and the lower part of pipe 21 to pipe 34 and thence into pipe 35. The quantity of fuel passing thru opening 9.6 is regulated by the relative adjustment of caps 68 and 78. During the suction stroke of the motor piston, the equalizer piston 7 6 will be drawn down more or less easily according to whether spring 86is tensioned to offer a high or low degree of re-' sistance, but valve 61 will not be closed thereby unless cap 78 is adjusted to permit the valve to be closed. For low speeds only a comparatively small amount of fuel is desired to be fed to the engine. -The low speed cap 68 is adjusted so that stop 70 abuts therewith in the upward movement of the valve stem before the valve is unseated to anygreat extent, and cap 78 is adjusted to be engaged by stop on the downward movement of the valve stem before the valve reaches its seat. Consequently, the valve instead of seating will merelyrestrict the opening 96 so that only a small quantity of fuel passes therethrough on each suction stroke of the engine. By further a-djustments of cap: '68 and 78 the passage thru the opening may be variably increased or decreased. For example, for high speeds the cap 78 is adjusted outwardly so as to be engaged by stop 75 when the valve is quite remote'from its seat, thus permitting an imseat when only a small quantity is required.

This provides an automatic equalizer for fuel supply, which exactly accommodates the needs of the engine and is governed by the en ines own im ulses and smooths.

greatly the running of the engine, besides economizing in fuel. The length of stroke of rod 73 and of valve-stem 60 is governed by the position, respectively, of caps 78 and 68, which can be screwed so as to be impacted sooner or later by stops 75 and 69,

' respectively, as may be desired in the adjustment'sof the device.

One advantage of having a reservoir of liquid fuel in drum 23 and another in chamber 9 is that it insures greater smoothness of running of the engine, because it is impossible for both to be simultaneously ex hausted. Before that can occur the sinking or lowering of, float 17 will have opened valve 3. Chamber 23 is never empty of gasoline so long as there is asoline in the main source of supply, for t e reason that, having once entered into drum 23, the gasoline can not return to chamber 9. Any quantity of gasoline drawn out of drum 23 by the vacuum suction of the engine will be simultaneously replaced by an equal quantity drawn by the same means from chamber 9.

Damper 47 is closed when the engine is to be started, because thereby results a stronger vacuum suction through all parts of this device. 'Damper 47 will be nearly closed at practically all times, but when more power is needed, as, for instance, in climbing a grade, the damper 47 will be opened wider, thereby relieving the vacuum pressure in the manifold pipe 42, and causing a decrease in the intensity of the suction in chamber 52 so that spring 83 re-acts to more advantage against the pressure of the 1 suction-operated piston 76 with the result that valve 61 opens wider and permits more gasoline or other fuel to flow through opening 96 and through pipe 35 to the intake manifold 42.

Float 17 may or may not be used, as desired, but is especially useful when the engine is equipped with an air-pressure feed, or when chamber 9 is located lower than the main source of fuel supply and, therefore, receives its fuel by gravity feed.

Since the nuts or caps 68 and 78 are adjusted and set, so to speak, permanently and can not be readjusted without stopping the car, when it is desired in case of emergency to feed more gasoline for purposes of speed or otherwise, an additional flow of gasoline through pipe 35 to the intake manifold 42 can be provided by by-passing the same by means of the valve in valve-box 33, which is controlled by cord 39 or the like from the drivers seat.

Since drum 23 is transparent, it is possible to see the feed of gasoline out of nozzle 89, making this a sight-feed carburetor.

It is to be understood that the illustration of the valve 50 is merely conventional and diagrammatic and that the same will be provided with the customary by-passes and the like. v

T he admission of air through the restricted opening 97 prevents any residuum of gasoline remaining in pipe 35 when the engine isnot running, the gasoline thus being permittedtp flow by gravity into pocket 46. Opening97 may be governed by a petcoc (not shown in the drawings).

Opening 98 is provided to prevent bindmg.

It is impossible to locate an ordinary carburetor on the dashboard of a car, and one of the advantages of this device is that it can be so located, and by means of the trans-' parent drum 23 its operation can be easily noted.

The gasoline may be fed to the engine either by gravity or by air pressure, but, in the absence of both, the vacuum suction from the cylinders created in the manifold pipe, 42 will draw the gasoline from the gasoline pipe line 1 through this device as a whole and into the intake manifold 42. The said vacuum affects the operation of the device regardless of the presence or absence of gravity feed or air-pressure feed of the fuel, and when the engine is running faster the vacuum is-less and causes the greater opening of the valve 61, with consequent in crease of gasoline flow.

A device (not shown in the drawings) may be inserted between the stop 70 and the spring 71, o erable from the drivers seat,

for positive y controlling the opening of valve 61 in case of need for a more rapid supply of fuel. Such device may be in the form of a pivoted rod having a forked end.

Having thus'descri'bed this invention, I hereby reserve the benefit of all changes in form, arrangement, order, or use of parts, as it is evident that many minor changes may be made therein without departing from the spirit of this invention or the scope of the following claims.

I claim:

1. An equalizing device for an internalcombustion engine comprising a fuel pipe, a casing adapted to serve as a reservoir and having a port leading thereinto, a valve adapted to control the said port, a rod in pivotal connection with the said valve, a float connected to the said rod, a drum, a pipe leading from the said reservoir to the said drum, another pipe leading out of the said drum, a casing containing a chamber to which the said pipe leads, another chamber within the said casing, there being an opening between the said chambers,- a valve controlling the said opening and having an elongated stem, a pipe leading from the said second-mentioned chamber to the intake-manifold of an internal-combustion engine, a cylinder, a plunger therein, a rod on which the said plunger is mounted, means connecting the said rod and the said valvestem, and a communication between the said cylinder and the said last-mentioned pipe.

2. An equalizing device for an internalcombustion engine comprising a fuel pipe, a casing adapted to serve as a reservoir and having a port leading thereinto, a valve adapted to control the said port, a rod in pivotal connection with the said valve, a float connected to the said rod, a drum, a pipe leading from the said reservoir to the said drum, another pipe leading out of the said drum, a casing containing a chamber to which the said pipe leads, another chamber within the said casing, there being an opening between the said chambers, a valve controlling the said opening and having an elongated stem, a pipe leading from the said second-mentioned chamber to the intakemanifold of an internal-combustion engine, a cylinder, a plunger therein, a rod on which the said plunger is mounted, flexible means connecting the said rod and the said valve-stem, and a communication between 'the 'said cylinder and the said last-mentioned pipe.

3. An equalizing device for an internalcombustion engine comprising a fuel pipe, a casing adapted to serve as a reservoir and having a port leading thereinto, a valve adapted to control the said port, a rod in pivotal connection with the said valve, a float connected to the said rod, a drum, a pipe leading from the said reservoir to the said drum, another pipe leading out of the said drum, a casing containing a chamber to which the said pipe leads, another chamber within the said casing, there being an opening between the said chambers, a valve controlling the said opening and having an elongated stem, a pipe leading from the said second-mentioned chamber to the intakemanifold of an internal-combustion engine, a cylinder, a plunger therein, a rod on which the said plunger is mounted, means connecting the said rod and the said valvestem, and a communication between the said cylinder and the said last-mentioned pipe, there being, also, within the said cylinder a spring adapted to press upon the said plunger and another abutment for the said spring.

4. An equalizing device for an internalcombustion engine comprising a fuel pipe, a casing adapted to serve as a reservoir and having a port leading thereinto, a valve adapted to control the said port, a rod in pivotal connection with the said valve, a float connected to the said rod, a drum, a pipe leading from the said reservoir to the said drum, another pipe leading out of the said drum, a casing containing a chamber to which the said pipe leads, another chamber within the said casing, there being an opening between the said chambers, a valve controlling the said opening and having an elongated stem, a pipe leading from the said second-mentioned chamber to the intakemanifold of an internal-combustion engine, a cylinder, a plunger therein, a rod on which the said plunger is mounted, means connecting the said rod and the said valve-stem and a communication between the said cylinder and the said last-mentioned pipe, there being, also, within the said cylinder a spring adapted to press upon the said plunger, and another abutment for the said spring, the said abutment being adjustable.

5. An equalizing device for an internalcombustionengine, comprising a fuel reservoir, a fuel feed line connecting the reservoir with the intake manifold pipe of the engine so that the fuel of the reservoir will be drawn into the said manifold pipe by the vacuum suction of the engine, and vacuumcontrolled means for regulating the flow of fuel thru the said feed line and including a closed cylinder communicating with the said fuel line, a lunger within the cylinder, a valve within t e pipe line, and means connecting the said valve with the said plunger..

6. An equalizing device for internal-conibustion engines comprising a fuel reservoir,

a fuel feed line connecting the reservoir with the intake manifold of the engine so that the fuel of the reservoir will be drawn into the said manifold by the vacuum suction of the engine, a valve within the said fuel feed line. for controlling the flow of fuel therethru, and vacuum-controlled means for operating the said valve, said means including a closed cylinder having one end communicating with the said fuel feed line, a suction-operated plunger at the opposite end of the cylinder, a flexible connection between the said plunger and the said valve, resilient means yieldably resisting movement of the plunger inwardly of the cylinder, and adjustable stops for regulating the extent of the valve movement.

7 In a device for an internal-combustion engine and of the character described, a fuel reservoir, a second reservoir disposed in elevated relation thereto and adapted to entrap and compress air at its upper portion when the level of fuel in the lower portion rises, means for conveying fuel from the first reservoir and discharging it into the second reservoir at a point above the normal level of the fuel therein, the said second reservoir being constructed to render visible from the exterior the discharge of fuel thereinto; and a fuel feed line 'conmeeting the second reservoir below the normal level of the fuel therein with the intake manifold pipe of the engine so that the fuel of the said second reservoir will be drewn into the said manifold pipe by the vacuum suction of the engine.

8, In a device 1or an internal combustion engine and of the character described, e

casing havin a float chamber, and a transparent-walls float chamber and adapte to entrap and compress air at its upper portion when the level offuel in the lower portion rises; a pipe rising oint near the bottom thereof and extendmg-up into the transparent-walled chamber and adapted to discharge into the upper portion of the transparent-walled chaiizler; anda fuel feed line leading from the lower nortion of the transparent-walled chamber the intake manifold pipe of the engine.

chamber dis osed above the in the float chamber from a.

testimony whereof I hereunto ai -fix my 80 signature.

WALTER L. MAJORS. 

